Double-heading valve.



QN w, s

Patented Feb. 5,191@L 4 SHEETS-SHEET l.

w. c. WEBSTER.- l

DOUBLE HEADING VALVE.

- APPLICATION FILED MAY 28| ISIS. 1,255,253.

R /MI w. c. WEBSTER. Douma HEADING VALVE- I APPLICATION FILED MAY 23l |915. y 1,255,253. I Patented Feb. 5,1918.

4 SHEETS-zSHEET 2.

'43 I A: 42 l W. C. WEBSTER.

DOUBLE HEADING VALVE.

I APPLlCATlON FILED' M'AY 28| i915.. 1,255,253. f Patented. Feb. 5,1918.

4 SHEETS-SHEET 3.

WIV

Wai. Gai

nllll qu.. Mm

- W. C. WEBSTER.

DOUBLE HEADING VALVE.v APPLlcArloN FILED MAY 28, i915.

Patented Feb. l5, `1918.

UNITED s'ratrns rATENroFFIoE. N WILLIS o. WEn'sTEn, or DUBOIS, rENNsYLVANIA, IAssIGNoI-tiro BUIr'ALoAIn-nnann a columnar,` or rHoENIXgARIzoIm, n conPona'rIon oF "aruzcnni` s s I i DOUBLE-HEADING VALVE.

1,255,253. i Speiacatioaofrettrsraten, Pat

`cnt-ea Feb.5,1`91ss. s, Application tiled M3328, i I i i i915.` seria; Nb. 31,629.` f I To all whom it may conoem i, I up .the train line, as in mountainous service. ,i a Be i `known `that I,`WILLisC. `WEBSTER, Itlsptherefore very diiiicult` for the equips e, a. citizen of the United States, residing at ment 0f any, one engine to properly o crate` s Dubois, in the county of Clearfield and State` and maintain the air brake system` uring i l 5` of Pennsylvania, have invented certain new double heading service andmylpresent` in-` 1 i and useful Improvements in Double-Head-- venton aims t0 OVBICOIDG `this difficulty Ib s ing Valves, of which the followingisaspeciputting the i locomotive ,equipments` ofgail e tication.` i, e following enginesat the serviceof the engi-` s My present inventio a n relates to new and neeroftheleadingengine,` t s, I I I s `10 useful improvements in air brake systems, I To accom lishthis II provide, in eonnecf` e the primary object of `my invention consist-` tion with tie `usual cutoutcock, what, `I, ing in the provision of "a double heading term a double heading valve which is auto? valve by means of which, when two or `more matically controlled by changes in `train line1 i engines form part of the same train, the enpressure` and which illCludeS il` piSEOIlfOPeI- 1`5 gineer of oneof the engines, generally of `the ated slide valve and graduatingvalve which, a leadingengine, mayhave control of all the @when the double `heading valve is cut in, air pumps, main reservoirs and kindred causes an automatic feed valve, constituting mechanisms of `theother-engineequipments. a portion of Inyair brake system to lfeed air, a i `l-Ieretofore, tothe best of my knowledge, from themain reservoir to the train line at 20 each engine equipment has included acut aIrate* solelydependent` upon` the relative y out cock which, upon all but` the leading en`` pressures in the mainj reservoir and train a gine, is closed when double heading in order line andthe capacity ofthe `passagesIorm-` that the engineer of the leading engine may Ing the communication between them until have' complete control of the application the `pressure in the trainI linel has `been and release of the brakes. As aI result, with" `brought `up to normal pressure@ It vvilldbe,` the systems now in usc, the air pumps, main clear that inasmuch as this double heading reservoirs, etc., of alltbut the controlling envalve is eut` in and cut out automatically` g'ineare` useless in double heading. Furupon a riseor adecreasein pressureIinlthe,

thermore, it is impossible for the engineer train line,it will also becut in and cutout 4 of any but the leading engine to either apply I by manipulation of a brake valve of any lloi the brakes or give the engineer of the for- `comotiv'eequipment `toielease` and service]I wardfengine thebenefit of his main `reserpositions.` *In this connection, a `further obv voirs without iirst manually ,opening this cut ject of myinvention consists in so constructi out cock.` Opening of this eut out `cock `is ingI the double heading valve andin so i prohibited upon practically all roads, dueto` applying it in ,my` `air brake I system that,` it the danger thatthe engineer, after opening will be cut in andout underpropercircum-` it, ivill forget toclose it and thereby prevent stances, irrespective `of Whether 1t is located i any application of the brakesby the engineer s `upon the leading engine or following engine,` I ofany engine inthe train,`this being due to that is,in such amanner that it will be cutfin thefact that as soon as any brake valve is e and `outupon all suitable changes in` train` so `positioned as to feed air to the train line, line` pressure By this means, `the valve is` it. tvill be impossible for any engineer, byl kept in `constant use, even upon locomotives manipulating another brake valve to propwhich may `have their double heading cut I erly vent the train line and` obtain applica# out valveor cock closed for weeks at a time, tion of the brakes throughout the train.` thereby preventing possible sticking fof `the i Inasmuch as double heading is usually redouble heading valve, due to gumming and sorted to only upon extremely long trains or drying ofoil about the piston `controlling itQI upon trains in exceptionally mountainous A still further object of my invention con` country where constant brake application is sists in so arranging the double"` heading required, it will be clear that ,either 1an exi valve that in coupling additional cars to the i eeptionally long train line must be built up, train, the double heading valve will `beauteas in `the former instance, orthat only a very matically cut in to insure a proper building .short time will be available in which to build` up of the increased train linevolume. 1 a

A still further object of my invention is to provide, in connection with the double heading valve, av double heading reservoir in orderto provide a suiiicient valve chamber'" volume to insure proper controlling of the movement ofthe valve and to so arrange the valve that the pressurein the valve chamber proper and its reservoir will be reduced uponn reduction of the train line lin order` that; the pressure therein will be maintained at train line pressure.

` Another object of my present invention consists? in arranging the double` lieavling` valve ink such a' manner that if the double" heading valve ofa following-engine cuts oli* before the tra-in iin@ is fuiiy charged- ,ha

engineervv ofthe lfirst engine may' cut it' inv again by merely moving his brake. valve to lap position and then back to releaseposition and so arranged that the engineer in a `following' engine may apply the brakes upon the train, irrespective of the engineer inthe forward or controlling engine by moving' his brake valve to quick serviceL position. However, I arrange the doublel headingl valve in `such ya manner that it will be impossible' for him to release the brakes by any ordinarily permitted manipulation of the brake valve", thereby preventing any likelihood of the engineer upon a following engine attempting to build up the. train line whenthe engineer upon the leading engine may' be desirous of venting it to makey a brake application."

`On`e of' the main objectsof my invention yis tliegprovision of a double heading valve y having an automatic cut outjposition.

A still further object of myl inventionV consists in providing a novel `means for holding the slide valve to its valve seat against main reservoir pressure even though there is no pressure in the valve chamber itself.

l And a still `further object of my invention consists in providing means ywhereby' the movement of the slide valve from` release to service position, will be practically instantaneous.

With these and other objects in view, my invention will be more fully described, illustrated inthe accompanying drawings, and then specifically 'pointed out in the claims which are' 5 attached to and form a.

part of this application;v v 1 In the drawings:

Figure l is a vertical, longitudinal seci 'tional viewof my improved double heading valve Fig. 2` is a vertical, transverse sectional view taken on the line 2-2 of Fig. l, looking inthe direction of the piston;

Fig. 3y is a horizontal sectional view taken on the. line 3 3l of Fig. 2;

Fig. 4 is a perspective view of the slide valve removed from the valve casing and stem of thepiston;

Fig. 5 is; ,ay fragmentary sectional view, showing theslide valve seat in top plan;

Fig. 6' isa horizontal sectional view taken through `the slide valve at a point slightly above the level of the slide valve seat,l illus-vv trating theslide valve in its automatic cut out position, which isV its normal position,v the graduating valve and its seat being shown in dot and clash lines as such parts are loca'ted at an elevation above that at s kwhich the section is taken ;l

Fig.y 7 is a diagrammatic view of the enginer equipment of two connected engines, showing the' position'of the parts when thev front engine liasits brake valve set in release" position;`

Fig. 8 is a corresponding view, showing the position of the parts when the brake valve of the; leading engine is inservice positioir, the brakey valve of the following engine in both `ofthe' above figures being shown in running service position;

Fig; 9 is a diagrammatic view of the double heading valveiny service lap; position.

Corresponding and like parts are referred te in the following description and indicated in all they views of the drawings byv the saine reference' characters.

In order to insure" a clear, accurate and. complete unders-tandingv of* my improved double headingy valve and its application and employment in connection with lmy improved air brake system, I will first describe the mechanical struc-ture of the valve itself and then explain, in connection with diagrammatic views lof the. engine equipments, its application and operation. Referring particularly tol Figs. y1 to 6 of the drawings', it willbe seen that my improved double heading valve includes a casing consisting'of' the niainbody member, indicated as a whole` by the numeral l0, the cap or bonnet membersr Il and 1Q closing the rends of the main body member and an upper body member. 13 communicating with the intermediate portion of ythe main body member.- This main body member includes a cylindrical portion l-l'provide'd throughout its extent' with a cylindrical valve chamber 15, the lower wallv of which is cut-away to providepa. plane surfaced rectangular seat 16 for vthe slide valve, indicated. as a whole by the` numeral 17. At one end this inter- `mediate body yportion l() is enlarged to forma cylindrical chamber 18 in which isreciprocally' mounted a piston 19" having properly tension :it and, when adjusted, is ripheral wall of the chamber 18.` 1 his pis-` held by a locknut 40`. `The upper end ofthe ton 19 has the usual stem 2l which extends portion 13 oftheivalve casing is closed by axially ofthe chamber 15 and throughwa a` plug 41 having a` peripheral flange `42- l 5 spider 22 formed `in the end i bonnet 11, which` engages against a gasketf43 posi- `which bonnet is providedwith a tapped tioned againstthe end ofthe casing portion bore 23. `T he bonnet 12 closes the outer 13 in order `to form an air tight closurefor l end of thechamberlSand isprovided with the valve casing. Itwill of course beuna` tapped borei24. Gaskets 25 and 26 are derstood thatthespring 31 is soadjusted as interposed between the ends ofithe inter- `to withstand all pressure which may be eX- i mediate body portion 10 of the valve casino i .erted against thelower zface ofthe valve in 1and the bonnet portions 11 and `12 thereo any position which itmavoccupyfandunder p apackingring 2O closely engagin the pel inxorder to insure fluid tight joints. all `possiblecircumstances;` 1 1 y u l As best shown in Fig. "l ofthe drawings, Reference to Figg ofthe drawings will the piston stem 21 is provided with spaced show that the valve seat is provided along annular shoulders 27 and 28 between which one side with `spaced portsf44 `and 451 and `the slide valve seats, these shoulders being along `its opposite side with spaced ports `46 `spaced from each other a distance `some-` and 47, the `port 44gbeing of smaller di what greater thanthelength of theslide ameterthan the `ports 45,46 andl47 which y valve 1n orderto allow a certain amount p are generally ofsubstantially equal diameter.` of movementl of the piston 19 independent Itwill further be `noted that` the ports 46 Y of the slide valve. The slide valve 17, as and 4T are located `nearerthe pistonchami clearly shown inFigs.` 2 and 4 of the drawber than the ports 44 and 45, respectively, ings, is formedthroughout its lengthwith theport in eii'ect.beingintermediate `be- C a channel 29 opening through its upper face tween the ports 46and 47, whilefthe port v46 and proportioned to snugly receive that is in turn intermediatebetween thegports 44 portion of the piston stem 21 `between thel and 45. Passages 48, 49,50 and 51 lead from shoulders 2T and 23,` "said bortion of the y theports"44,45,46 and 47, respectively, to o stem being squared for this purpose. 1 At this the atmosphere and the valve casing, about o point, it should `be noted that thewalls 30, the outer ends ofthe passages.49`,y and 51, formed by this groove or channel, project iscounterbored to `provide threaded `.sockets somewhat above the upper face of the stem` ,for the ends ofcertain pipes, the connections 21" when the slide valve rests evenly upon ofwhich Willfbe later explained. g its valve seat 1G. y l i Formed in the `lower face ofthe slidevalve The upper wall of the intermediate por- 17, adjacent itsiforward end,` namely, that f tion 10hof the valve casing is provided with end nearer the piston `19, is an angular cav` y a tapped opening `to receive the threaded ity52, `one"arrn1,ofwhich extends parallel lower end ofthe cylindrical casing portion to `one side ofthe slide valvein positionto" orinember` 13, this opening being directly communicatewith theport '45 and` the; other above the` slide @valve seat. A relatively `arm of which extends diagonallytoward the `heavy helical spring31 fits snugly within forward end `of the slide-,valvein .positiontd the reduced intermediate portion `320f the communicate with the port 47,-`this cavitv valve casing member13and the guidewstem` being soproportionedthat when `the pist im 33 of a pressurecarriage 34 seats snugly liswinits innermost position andthe sl'de Within the lower endof the spring 31, the valve consequently in its innermostposltion, carriage beingloeated in the lower end of the cavity will establishcommunication" be` the portion 13 of the casing and `including tween the ports 45 and 47: `Thatend ofgthe spaced side walls 35 provided in their lower `cavity 52 which, in a certain position of the. ends with half` bearings 36 to` receive the slide valve, communicates `withtlie port45, trunnions 37 of a roller 38.. `Thisroller is is `formed with a` reducedfextension 53 reducediin` diameter at itsends in `such ai `through which such communication willbe manner that its end portions may bear upon" maintained during a considerable `portion off l `the upper edges of the walls 30 oftheslide the forward movement of :the slide valve,` l

valve at the `same time that its central porwhile the lower face of the sl.ide`valve,at its l i tion engages theaipper tace of the piston"V outermost or forward` end, is providedwith `120 y stem 21 in order that the roller may not hold a feed groove or channel 54 communicating the slidevalve to its seat, but also hold the at one end with the cavityi) and opening l piston stem in place within the channel `29 at its other end through th `f of the slide valve. As a further result oftliis face of the` slidevvalve, that 1s, arrangement, the walls 30 of the slidevalve piston `19. An elongated `cavity y o also hold the pressure `carriage 34 against `formed inthe lower face of the va i turning movement. "An adjusting nut 39 is parallelwithiits `sidefac-e andadapted, y y threaded intothe upper or outer end of the l the extreme forwardposition of the pistonl portion 13.of s the `valve casing to `engage and slide valve, `toestablishcommunication i against the `free end` ofthe spring` 311 and y between theports 46'and 47,.` This cavity,`

, ing al slight distance into kthe 'chamber l8ry a seat for the piston 19 when at its lforward end, is :provided lwith `a reducedk extension 56y serving 'to maintain communication between the 'ports 46 and 47 for a considerable `part of the rearward lmovethe .forward endof the slide valve and terminating short of 'the opposite end ofthe slide valve in a frusto-conical valve seat y58 from which a passage '59 1leads rearwardly and downwardly through thexlower face `of the valve atvsuch a point as to communicate with the `port* 44 when the slide valve and piston are fat the extreme forward limitof their movement.v A passage (S0-opens into the `bore 57 of `the slide valve immediately k adjacent the valve seat 58 and communication between this passage 6,0 `and ythe passage 59 is controlled bya cylindrical graduating valve 61 reciprocally 'mounted in `thebore 57 and having .a frusto-conical 'terminal forengagement with lthe seat y58. f A :pin 62, extending through a slot 63 formed in the upper wall of the slide valve, Secures the graduating valve tothe piston stem `21 in sucha manner that the two at all `times move in unison.

vAt this point,and before in any way tal:-`

ing :up the operation of my improved double heading valve, I wish to call attention to the factl that that end of the 'chamber 15 communicating with the chamber 18 is sur` rounded by a peripheral flange 64 projectand forming the latter is at the kextreme limit `of its rearward movement whereby, under such circumstances, any pressure in the chamber 15 is-lexerted only upon 'a small .area of the piston 19, while :pressure in the 'chamber 18 is. directed against 'the entire outer face of the` piston. It will of cous'e be clear that 'as soon as the piston moves forwardly out `of engagementzwith the annular seat 64, its entirel rear surface will besubjected to what- Hever .prssure may be in 'the ychamber 15 rwhich constitutes the slide valve chamber- In order to understand the operation of the abovejdescribed cut off valve, a-.general understanding of the air brake system with which it is employed,` which `system "includes feed valves of a .novel type, is necessary. 'v

, These feed valves, together with an engineers valve, vform the subject `matter of va separate applicationr led by me Mary 28,

1911.4,y and baring the serial No, 841,657.'

i ,ausgabe l and `for this rea-son rneed notlbey here described in detail. Referring to Figs. 7 and 8 yot the drawings, in which my improved engine equipment is illustrated diagrammatically, 65 :indicates the main reservoir, A `a lmanually adjustable feed valve, B .an automatic feed valve, C the brake valve and D my `improveddou-ble heading valve. Air from 'the Imain `reservoir passes through a pipe 166 "to the hand controlled feed valve and from this valve l"through a pipe 67 to the chamber vabove `the rotary `valve of the brake valve -C, a pipe 68 leading from the brake valve yto "the train IlineE. A pipe 69 leads from the 'pip'ef67 to thefautomatic feed valve `B and vapi'pe 7 0 leads from'this feed valve to thebrake valve in order that the train line pressure may be maintained by air fed from the `automatic feed valve B when 'the "brake valve v:is in running service position, as particularly pointed out and explained in the above referred to application. ',The feeding of air from the main reservoir `t'o the chamber .above the rotary valve .of the brake valve, `through the manually adjustable feed valve A is, aside `from the adjustment of such valve, dependent upon the pressure .in the chamber 7.1 of the feed valve A, a pipe y72 .establishing communication between this. chamber and the pipe 68 which communicates with the ytrain line. This pipe 7.2 vis yformed intermediate its length. with a `reduced passage 73 in order that fluctuations of 'pressure in the train line `may not be too rapidly transmitted to the chamber 71 andthe feed valve A, when operating independently of 'the that is, at the same pressure as that in the controlling chamber 76. Further description of the .manually adjustable feed valve A and automatic `feed valve B is believed to be unnecessary in view of the fact that they form no part of the present invention.

At the `same time, attention is directed to the fact that -the manually 'adjustable feed valve A is adapted to feed ai-'r from the .main 'reservoir` at 'standard train Lline pressure when the brake valve isin `release'position and is `adapted to feed air to the automatic feed valve at 'main reservoir pressure 'when the brake valve 1s v1n running service position, the direct "communication through the pipe '67 to the brake valve lbeing lapped lat the brake 'valve in such position. lPipes 77 and 78 leadl from the pipe 66 to a lpuxnp 1,255,253 i a a valve, port 46, passage 50 i and` pipe `83. There alsoas a rule,afslight feedingof air from the `main reservoir `through the a. Sto chamber D of the brake valve in order pipes 6G and 82 to the passage 49, port 45, a, 6 that the pressureinthe controlling chamcavity 5'2 `and its feedpassage 5i tothe` i 1ber176ofthe feed valve B, in the equalizin chamber `15 of the double heading valve. v

i reservoir and in chamber` D may,cat al `The purpose of this feeding, liowe\`e`r,"isI i times, 1be the same. The` aloove` described merelyto keep the pressure inthe chamber v j connectionsare the same as in my applil5 of the double `headingvalveequal to the v 1, 10 cation `on brake valves, previously `r`e train line pressure in the chambera18 of` the 'i ferred to. i i, g l 1 i y i valvein order `toprevent any movement of j `Inaddition to these connections, a` pipe the piston and, consequently, of theslide` 81 leads from the pipe 80 and, consequently, p valve and its graduatingvalve. If there is from the controlling chamber 76 of the auno leakage fromthe chamber 15 `or from the tomatic feed valve `B to thepassage laof double headingvalve reservoir 86, the build- `my double heading valve D.`j Furthermore, `ing up of pressure from themain reservoir i a a a pipe 82 leads from` the pipe 66 and, conto the chamber l5 will cause a slight forward i sequently, from the main reservoir `to `the movement of the piston `and slide valveito passage `49 ofmydouble heading valve, andcut ofcommunication between the port 45 a pipe 83 leads` from the train lineito the and cavity 52` and, therefore, prevent feed` a `passageof the double headingvalve. A ing `of air fromthe main `reservoir tothe i pipe 84 leads ifromthegtrain line tothe `chamber 15.` 1 i i i l a chamber 18 ofthe double heading valve,` In describingthefoperation,of `mydouble `being threadedfinto the bonnet 12and `"a headingvalve,iI1-willassume that itis` inits y pipe 85, threaded into the bonnet 11, leads automatic cut" out position, as shown in fromthe valve chamber of my` double head- Fig. 6, and that` a `train line,` reductionyis ing valve towhatl terma double heading made in `the usual manner, by moving the valve reservoir 86. i A manually operable brake valve of; the leading engine `to service v cut` ifvalve87, of any suitable type, is positionandthen backflto` running "service interposed in the pipe 81 in order that the position, described in` my abovereferred to a double heading valve D may be rendered brake valve application. Under` these con? `operative or `inoperative at `the will offthe d1t1ons,thebrake` valve of the leading engine i, engineer, i i ,a will operate, in conjunction with the`auto` j a It should benoted that in Figs. 7` and 8 matic feed valve of such engine,`to feed air ofthedrawings I have illustrated two ento the train lineto maintain itat whatever a gine equipments operating in conjunction pressure to which it has been reduced. If, with each other, the equipment at the right, the train is exceptionally long, orifthe train in eachinstance, being that of theiforward line is leaky. it will be clear that the `feed-` engine and thatat the left that of a second lng of air j from the main` reservoir, of `the following engine, these figures clearly` illusleading engine will, if just sucient to props"` a trating the operation of my double heading` erlv` maintain lthistrairrline pressure, beinvalve in use. a It will further be noted that suflicient tolater build it up and also main-f i `in double heading, the cut off valve oracock tain itlandithisisone of the reasons forthe i 87 of the rear engine is opened and the brake` provisions of my double heading valve. The 1 valve of such engine set in running service double headinglvalves ofboth enginesioperq,

position in iorder that, under proper circum-` ate simultaneously and `in `the same Iman- `j Istances,` air may befed to the train line ner, under` all conditions, but the action of from 1 the main reservoirthrough the `auto-` the double heading valve upon the leading or matic feed valveB of the second engine. `It controlling engine hasno effect upon Vthe opwill of coursebe understood that ifa third erationlof the air brakesystemandneed not or even a .fourth engine was in use, the brake in any lwaybe considered, the only advantage valve of such engine would be turned to inhavinggit operate at all `times being `that runningservice. position and itscut olf valve Such operation ,tends to `prevent sticking of also opened. i i i i l i `the piston andslide valve,1due toiguinming a i In Fig. 6 Ihaveillustrated the automatic and drying of oil or dirt in the `doublehead-L` i, cut outposition of my double headingvalve, a ingvalve and, therefore, tends tokeep `the which `isthe normal position of thevalve valve in properworking order.` a whenithe train is runningwithout` applica-` Considering the operation `of `my ima tionof "the brakes. In this` position, `the proved doubleheading valve, referencebef` slide valve and piston are substantially miding particularly had to the `valve upon `the i way of their movement and the graduating second or followingengine, it will beiclear` i `valve is open@ There is communicationfbe` that, `asisoon as` the train` line pressuregis l a tween the chamber 76 of the automatic :feed y reduced, thepressure in the chamber 18will l t u valve B and the train line through thepipe fall below that in thechamber l5, with the` `81, passage 51, port 47, cavity of the `liide result thatthe piston `19 will move "toits exf 130 governor,l not shown, fand a pipe 1'!)` also ,leads from the pipe 67 to the pump gover` nor. A pipe 8O also leads from the; pipe 74 brake valve upon fthe following-engine is iny `running service position, the communication *between the. controlling chamber 76 and ybrakevalve vis cut ofi". However, this controllingjchamber 7G and the eolualizingr reservoir '75 are, in the forward position of the slide valve of the double heading valve, "in direct communication with the train line throughthe pipe r81, port 47, cavity 55, port "and pipe 83 and these pressures will, therefore, `be reduced to the same pressure as thetrain line which has been reduced by manipulation of the brake valve of the forward engine.' 'of L"the slide valve of my double heading valve toits forward position brings the port 59 into registration with "the port 44 ofthe valve seat and air is, therefore, vented from the double heading valve 'reservoir `86 and 'from the valve chamber 15 to 'the atmosphere, thereby reducing the pressure yagainst "the rear face of the piston 19. It willfbe 'clear "that as soon as this pressure is lrey duced slightly below` the pressure in the y ist izing reservoir' ressure.

ist

chamberl-S, that is, 'the train line pressure, y"the piston I9 will move rearwardly. Under lthese circumstances, thel graduating valve YV61, which is connected tothe stem 2lk ofl the piston, is moved to closed position to cut oli further escape of air :from 'the valve chamber to 'the atmosphere. v This `cutting olf "of air, of course,y prevents further decrease lof pressure in fthe chamber 15, with the result that no further movement of the piston ,'19`takes place andthe double heading valve isthen'in its service lap position, illustrated diagrammatically in Fig. '9 of the drawings. As will be seenby reference to this "ligure, both the ports '2l/l' and 45 arey lapped, "while direct communication between the controlling chamber "f6 of the 'automatic feed valve B and 'the trainfline is'established from "theport `34"( through `the cavity `55 to.

thel port 46; "The controllingchamber 7G of ythe automatic feed valve of' the "second engine is, therefore, subjected only to train line pressure and "this pressure, -Will-notr cause it to yfeed any air fto lthe train line, the redueed pressure in the train linebeing `maintained solelyfby the automatic feedw'falve of the forward engine, the "controlling, 'chamber of which is'subjve'ct to the redueedequal- It will there ore `be seen that during a service application of the brakes, the double 'heading valve v.is in effect cut yout, `although occupying a different positionffrom the `aul 'toma'tic cutout positionshown in Fig. '6 of the drawings'. i f l p When the brake. valve Aupon the leading engine is turned release positieavtobuild Furthermore, this movement "that of the train line.

v`upthe train line and release the brakes, air

enterind the train line from the leading engine lbuilds up the pressure in `the chamber 18 -of the double heading valves of both engines, causing their pistons to move inwardly to their full extent. Under these conditions, the slide valves and graduating 'valves yoccupy the position illustrated in Fig. 7. Referring more particularly to the double heading valve upon the second engine, it will be seen that while the port 4G still communicates with the cavity '55, this cavity no longer communicates with the port 47, and there is no communication between the train line and the pipe Sl. On the other hand, the cavity 52 of the slide valve estab lishes dlrect 'communication between the..

ports and 47 and air, therefore, flows dif rectly from the main reservoir through the pipe `66 and 82, the passage 49, `cavity 52,

passage 51 and pipe 81 to the controlling v'chamber 76 of the 'automatic feed valve, `'pressure in this chamber being therefore `maintained at the samev degree `as the main reservoir pressure and the automatic feed valve B being therefore held against closingmovement. Under these circumstances,

air Will be fed from the main reservoir,

`through the feed valve vB, pipe 70, brake valve and pipe G8, allon the second engine, `to the v"train line E to assist the equipmentof the irst engine in building up the train line to the proper pressure. At the same time that this is happening, air is slowly escaping from the cavity 52 through the.

'feed groove y54: into "the chamber 15 behind the piston 19 and of course through the pipe ySto thedouble heading valve reservoir 86.

soon as4 this pressure in the chamber 15 becomes somewhat greater than that in the :chamber 18, the piston will again move outwardly until communication between the ports and 4:7 through the cavity 52, is

vcut off or nearly cut off, at which time the 'the train `line and therefore vented into the `train line until its pressure is the same `as Under these conditions, it will of course be clear that the feed valve 'Bean no longer supply air to the train line. If there is no leakage in thedouble heading valve or `its reservoir, the communication between the port 45Uand cavity 52 will be completely cut off, while if there is `'a slightleakage, the reduced lextension 53 of -the "cavity 52 .will still'continue to register with `the port 45 to maintain the pressure in *the chamber 15 and reservoir 85 at the `same pressure as that in the train line.

it willi'tthereforebeseen that by providing `my. improved double heading valve, I give the engineer of the leading engine full `control of the air pumps, main reservoirs and kindred mechanisms of the equipments of any other engines `in the train. This increase in air volume permits a more rapid` building up of train line pressureiand, consequently, a more rapid release of the brakes. Furthermore, because of this increased volume, it is comparativelyT easy to `maintain the desired pressure in the main reservoirs, under all conditions. j i

y Although the `double heading lvalve is automatic in its action, `it may be cutin and out, at `any time, by :proper manipulation of the brake valve. For instance, ifon a long train, the double heading valve of the rear engine cuts out before the train `line is fully charged, the engineer of the forward engine may cut it in again by moving his brake valve to lapiposition and then `back to release position, thereby causing a sudden fluctuation of air in the train line which is i, suiiicient to move the 4piston of the `double heading valve; `At this point, it should be noted that even though the train line should be fully charged at` the `time the engineer of the forward engine cuts the double head `ingvalve in, no over-charging ofthe train line would occur as the, manually adjusti able feed valve A would, under these cir-` cumstances, prevent feeding of air from the `maln reservoir of the second engine `to the `train line, even though the controlling `chamber of the automatic feed valve B was sub- `ject to main reservoir pressure. The same `vvillbe true 1f`the volume of air in the main reservoirs is as great or greater than the` voir pressure. The train line pressure,how

ever, Willcause the hand controlled feed valve to cut o-f the flow of` air from the `main reservoir to the automatic feed valve and the double heading valve will soon be forced over to establish communication between the controlling chamber of the `auto` matic feedvalve and train. line to reduce the" pressure `in such controlling chamber to that .in the train line. 1

It` should be noted that after release, the double heading vali'fe automatically returns to its normal or automatic cut out position i and` therefore establishes communication betvveen the controlling chamber of the automatic feed valve and the train lineso` `that any further reduction of train, line pressure, even though slight, causes a corresponding reduction of pressure in the controlling chamber of the automaticgfeed valve `and so prevents feeding of air to the train line.

\ The manually adjustable or hand controlled feed valve A; of the second engine is able When the brake valve of` such equip` ment is in running `service position` y and i ordinarily set `for a littlef lower pressure than that of the front engine in orderthat, if the train line `builds up "quickly and1 a secondapplication is immediately required, the engineer` on the forward engine may,`by a. very slight reduction, cut out the double` heading `valve ofthe other engine` and` pre-` vent feed `of air to `the `train line` by the second engine,` even `thoughthere is main reservoir pressure inl the `controlling cham-` berof the automatic feed valve as `the hand controlled feed "valve Will be `shut..` Asma `heavyreduction` ismecessary at this time,- to apply the brakes, `due tothe train `line pressurebeing abovethe auxiliary reservoir i pressure, the double heading valve of the y i rear engine cannot help butbe cut out.

Having thus described'the invention, Wh at is claimed as new is: i ,y i i `l. In ailuid pressure-*brake system, the combination with a plurality of locomotive equipments coperating With a common train line and each including a main reser- Voir, abrake valve adapted in running serv-` ice and release positions to `feed fluid `to the train line, and ay valvehaving `a `"pressure chamber controlling feed of fluid `tothe brake valve and trainline in running service position `of the brake `valve and at the reduced train line pressure to maintain such pressure, of means ineach equipment oper` *upon movement` offthefbrake valve ofan-` other equipment `to release position to `cause the feed and brake valvesof the equipment, the brake valve of which is in` running serv-` .icepositiom to feed fluid to the train line at a rate solely7 dependent upon the relative@` pressures in the main reservoir andtrain line and the` capacity of the passagesuformi ing `the eoniimunication betvveen the-in. i

Q. In a` fluid pressure brake system, the combination With a plurality `of locomotive, `equipments eoperating ith a common` train line and eachincluding a `main reservoir, a brake valve adapted, in running serv; ice and release positions, to `feed fluid to the train 1ine`and af feed" valve having `a pressure chamber normally subjectto train line pressure "and vented 1in proportion i to the venting of `the train line, said pressure chamber controlling feed of fluid to the` brake valve and trainjline inf run'` ning service posit-ion of the brake valve and at the reduced train `line p' i reto maintain such pressure, of `means equipment operable when thebral of such equipment. is iiifrunninggg;servicepo?` sition and upon movement of the brake valve ofanother equipment `to release posi# i tionto cause thefeed and `brakevalves of` i i the equipment,,thebrake valve of which is ,i in 4:running service posit-lion, to" feed `fluid to the train line at a rate :solely` dependent upon the `relative `pressuresin the main reservoir and train line and-the capacity of the passages vforming the communication between them. i

5 3. In a fluid pressure brake system, the combination with a plurality of locomotive equipments cooperating with a common train `line yand each including amain reservoir, a brake valve adapted, in running serv-v 310 iceand release positions, to feed fluid 'to the .train line yand a feed valve having a pressure chamber normally subject to train line' pressure and vented in proportion -to `the venting of the train line, sai-d pressure chamber controlling `feed of fluid to the brake valve anditrain line inrunning service position `of the brake valve and at the reduced train line `pressure to maintain such pressure, of' means operable upon a slight increase in train line pressure to establish `communication between the main reservoir and pressure chamber ofthe feed valve.

- 4. vIn a fluid pressure brake system, Lne combination with a `plurality of locomotive equipments coperating with a common train line and each including a main reservoir, `a brake valvey adapted, in running service and release positions, to feed fluid to the trainline and 4a feed valve having apressure chamber vented in proportion to fthe .ventin'gof the train line, said pressure chamber controlling feed of fluid to the brake valve `and train line in running service positionof the brake valve andatthe reduced `train line pressure 'to maintain such pressure, yof means capable of beingkcut in to establish communication between lthe `train `line and 'the` pressure chamberlof the feed valve.

\ combination `With a .pluralityfof locomotive equipments coperating with ak common train line and each including a main Lreservoir, abrake valve adapted, in running service and `release positions, to feedy `fluid to the train line anda `feed valve having a fp'resf sure `chamber vented in" :proportion to 'the venting of the train line, said pressure chamber controlling feed of fluid to the brake valve yand `train line in running service posi- .tion yof the brake valve and` at .the reduced train line pressure to maintain lsuch pressure, of meansI capableof beinglcut in toestablish communication between the train .55 line and the pressure chamberfof the feed valve, `and operable upon an increase in train `line :pressure to establish communica- `tion between .themam reservoir and pressure chamberxof the feed valve.

6. In a fluid pressure brake system, 'the combination with a main reservoir, a train line,- a brake vaflve anda feed valve adapted to normally feed airto thebrake valve and so to the train line in `running service posiwat `tien,xnfxthebrake valve :to re- H5. In a `fluid pressure brake system, the

duced train line pressure, of means capable of being cut in to render such feed valve inoperative upon sudden lowering of pressure in the train linean'd to cause `it to feed air t-o the vtrain lin-e at a rate solely dependent upon the relative pressures in the main reservoir and train line and the capacity of Athe passages forming the communication between them upon increase in train line pressure.

7. In fluid pressure brake ,-systems,.a train line, a plurality of locomotive equipments cooperating with the train line and each including a main reservoir, an engineers valve, a `feedl valve controlling passage of `fluid from themain reservoir to the engineers valve and so to the train line during release position of the engineers valve, a feed valve controlling the passage of fluid from the main reservoir to the engineers valveandso to the train line in thel running service position of the engineers valve, and means whereby a reduction in train `line pressure `cau-sed by movement of one engineers valve Will automatically cut out the feed valves of the remaining locomotive equipments. o f

"8. In fluid pressure brake systems, a train line, a plurality of locomotive equipments cooperating With the train `line and each including a main reservoir, an engineers valve, a `feed valve controlling passage 'of fluid from the main reservoir to the engineers lvalve and so to the train line `during release position of the engineers valve, a feed valve controlling the passage of fluid from the main reservoir .to the engineers valve andso ltio the train line in @the running @service lposition of the engineerls valve, and

means whereby an increase of pressure inthe in the feed valves of the other locomotive equipments.

` 9. In fluid pressure brake systems, a train line, a plurality -of-locomotive equipments coperating Withthe train line and each includin'ga main reservolr, an engineers valve,

a feed valve controlling passage :of fluid from the `main reservoir to the train line during rrelease position of the engineers valve, a feed valve Acontrollingthe `passage of fluid from the main reservoir to the train line in the running serviceposition of the engineers valve, andv means whereby an increase .of pressurerin the train line through the operationof oneof the engineers `valves Will `automatically cut :in I'the feed valvesl of kthe other locomotive equipments, said means feeding air to thetrain line at substantially main reservoir pressure.

10. `In fluid pressure y brake systems, a train line, ay plurality of locomotive equipments cooperating with fthe train line and each. including. e matiere-serveer.. mi ,erigi- .105 :train line through the operation of one of `the engineers valves will automatically cut neerls valve, a feed valve -controlling pas'- e sage of fluid from the main reservoir tol the engineers valve and so to the train line during release position of the engineers valve, a eed valve controlling the `passage of fluid from` the main reservoir to the train line in the running service position of the engineer-s valve, and means whereby a `reduction i `line common to all equipments, of means in train line pressure caused by movement of one engineers valve willl `automatically cut out the. feed valves of the remaining locomotive equipments and whereby an increase of pressure in the train line through operation of the engineers valve vvillaiito-` `matically cut in the feed valves of the other locomotive equipments.

o l1. In fluid pressure brake" systems, the combination with a plurality of locomotive equipments each including a main reservoir, y

a brake valve and feed valves, and `a `train whereby the feed valve of any brake valve ini'uuning service `position Will, upon movement of another brake valve to release positioirfeed fluid to the train lineat a rate solely dependent upon the relative pressures in the main reservoir and train line. and the capacity of the passages forming the com-` munication between them. i

l2. In fluid pressure brake systems,.the `combination With a plurality of locomotive equipmentseach including main reservoir,"

a brake valve and feed valves, and atrain` line common to all. equipments, `ofineans whereby the feed `valve of any brake valve" in running service position will, upon movement ofanother brake valve to release position,` feed fluid to the train lineat a rate solely dependent upon the relative pressures in the main reservoir and train line and the `capacity of the passages forming thecom-` `munication between them and cut ofl'l `such feed When the train line has been charged to normal pressure. y y

13. In fluid pressure brake systems,` the combination with a trainline. and a plurality of `locomotive equipments, each coperat` ing" with the train line and each including a ma1nreservoir,"a brake valve andfeed valves, of means operable upon onelocomo-` tive equipment to give another, locomotive equipment control of thefformers feed valves, main reservoir and brake' valve, said means" permitting the subservient `equipment to charge the train line atta rate solely i dependent upon therelative pressures in `the Y main` reservoir and train line and the capacity of the passagesforming the commu- `nicat-ion between them when the brake valve of the controlling equipment is turned tio re-` lease position.

14. In fluid pressure brake systems,` the combination with a train line and a .plurality of locomotive equipments, each co'o'pera-t-I ing with the train line andeac-h including a becomes normal. i

main reservoir, a brake valve and feed o valves, of meansoperableupon one locomo tive equipment to give another locomotive equipment control of the formers feed valves, main reservoirand brake valv`e,"said` means preventing the subservient equipment feeding air to the train line when the brake valveof the "controlling equipment is in serv-` ice position. and causing the subservient` equipment to feed air to the train line at a rate solely dependent upon the relative prcssuresinthe main reservoir and traiiiline andthe capacity of the passages forming the communication between them When the brake valve ofthe controllingfequipment is in release osition. e 15.` In uid pressurebrake systems," the combinationvf'ith `a train `line and afplurality of locomotive equipments, each coperating with `the train` line and each including a main reservoir, y a brake valve and feed valves, of means operable upon one locomo-` valves, main reservoir andl brake valve, said means preventing the *subservient equipment tive equipment to give another locomotive equipment control of` `tliex"foriiiei"s` feed,`

feeding `air to the train line When the brake valve of the controlling equipment. is inserv-i ice position and; causing the subservient C i .equipment to feed air to the train line at a rate solely `dependent upon the relative pres! sures inthe main reservoir and train line andthe capacity of the passages forming" the communication `between them when the brake valve of the controlling equipment `is 16.*In a fluid pressure brake system, the combinationivith a train line and a plurality of locomotive `equipments `coperating vvithi'the` train` line,` of `la double heading valve co-actingivith each equipment and; each, `vvlien active,f rendering its` equipment subservient to an equipment, the" double heading valve of which is inactive,the doul-` ble heading valves being` automatic in their action and operating Whether active orinaci tive but Without effect `when inactive.`

17. In fluid pressure brake systems, the

combination with a train line, a brake valve y adapted, `inrunnin service position, to feed fluid `to the train line, a feed valve controlling feed of fluid to the brake valve, a main` reservoir, and a second feed valve controlling feed of fluid from themain. reservoir to the first feed valve,of a train line" pressure" governed double headingevalve controlling y the `first feed valve.

18. In fluid pressure brake*systems*the` combination with train line,` a brake valve `1 adapted, in running service position,`to feed *fluid to the train line,` a feed valvecontrolling feed of fluid to the brake valve, a main ioo in release position, and beingsuch that the i `feeding 0f air to the train line isautomati-l cally stopped Wheiithe trainlinepressure lished for maintaining communication between the pressure chamber of the first valve a ud the train line.

27. In fluid pressure, brake systems, the combination with a train line, a brake valve adapted, in running service position, to feed fluid to the train line, a feed valve having a pressure chamber controlling feed of fluid to the brake valve, a main reservoir, and a second feed valve having a pressure chamber communicating with the train line and controlling feed of fluid from the main reservoir to the first feed valve, of a double heading valve controlled by train line pressure, said ldouble heading valve, upon a rapid decrease in train line pressure, for establishing and maintaining or if established for maintaining communication be tween the pressure chamber of the first feed valve and the train line.

28. In fluid pressure brake systems, the combination with a train line, a brake valve adapted, in rainning service position, to feed fluid to the train line, a feed valve having a pressure chamber controlling feed of fluid to the brake valve, a main reservoir, and a second feed valve having a pressure chamber communicating with the train line and Acontrolling feed of fluid from the main 30` reservoir to the first feed valve, of a double heading valve controlled by train line pressure, said double heading valve, upon a quick rise in train line pressure, establishing communication between the pressure chamber of the first feed valve and the main reservoir.

29. In fluid-pressure brake systems, the combination with a train line, a brake valve adapted, in running service position -to feed fluid to the train line, a feed valve having a pressure chamber controlling feed of fluid to the brake valve, a main reservoir, and a second'feed valve having a pressure chamber communicating with the train line and controlling `feed of l'fluid from the main reservoir to the first feed valve, of a double heading valve-olitrolled by train line pressure,` said double heading valve, upon a quick rise in train line pressure, establishing communication between 'the pressure chamber of the first feed valve and the main reservoir and upon av decrease in train line pressure establishing and maintaining or if established maintaining `communicatimi between the same pressure chamber and the train line.

30. In fluid pressure brake systems, the combination ywith a train line, a-bralre valve adapted, in running service position, to feed fluid to the train line, a feed valve having a controlling chamber governing thef feed of fluid to the brake valve, a main reservoir, and a second feed valve having a'controlling chamber subject, at all times, to train line pressure and governing the feed 'of fluid from the main reservoir to the rst feed valve, of a double heading valve controlling communication between the pressure chamber of the first feed valve and the train line and between the pressure chamber of the first feed valve and the main reservoir, and means for cutting off communication between such pressure chamber and the double heading valve.

31. In fluid pressure brake systems, the comliiination with a train line, a brake valve adapted, in runnin service position, to feed fluid to the train ine, a feed valve having a controlling chamber governing the feed of fluid to the brake valve, a main reservoir, and a second feed valve having a controlling chamber subject, at all times, to train line pressure and governing the feed of fluid from the main reservoir to the first feed valve, of a double heading valve controlling communication between the pressure chan'iber of the first feed valve and the train line and between the pressure chamber of' the first feed valve and the main reservoir.

32. In a fluid pressure brake system, the combination with a train line, a brake valve adapted, in running service position, to feed fluid to the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a main vreservoir, and a second pressure chamber governed feed valve controlling feed of fluid from the main reservoir to the first feed valve, of a double heading valve capable of controlling one of the feed valves and including a valve proper, a pressure chamber, and a piston dividing the pressure chamber and controlling the valve, being subjected, upon one side, to actual train line pressure at all times and normally subjected, upon its other side, to standard train line pressure.

33. In a fluid pressure brake system, the combination with a train' line, a brake valve adapted, in running service position, tofeed fluid t'o the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a main reservoir, and a second pressure chamber governed feed valve controlling feed of fluid from the main reservoir to the first feed' valve, of a double heading valve capable of controlling one of the feed valves and including a valve proper, a pressure chamber, and a piston dividing the pressure chamber' and controlling the valve, being subjected, upon one side, to actual train line pressure at-all times and normally subjected, upon its other side, to standard train line pressure, the movement of the piston', upon venting of train line pressure, causing the val-ve to correspondingly vent that side of the chamber normally subjected to normal train line pressure.

34. Ina fluid pressure brake system, the combination With a train line, a brake valve adapted, 1n ruiming service position, to feed fluid to the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a main reservoir, and a second pressure chamber governed feed valve controlling feed of fluid from the lnain reservoir to the' first feed valve, of a double heading valve capable of controllingl the first feed valve and including a valve proper, a pressure chamber', and a piston dividing the pressure chamber and controlling the valve, being subjected, upon one side, to actual train line pressure at all times and normally subjected, upon its other side, to standard train line pressure, the movement of the piston, upon venting of train line pressure, causing the valve to correspondingly vent that side of the chamber normally subjected to normal train line pressure, and means carried by the valve proper and controlled by the piston for cutting off venting of such side of the chamber upon cutting off venting of the train line.

35. In a fluid pressure `brake system, the combination with a train line, a brake valve adapted, in running service position, to feed fluid to the train line, a pressure chamber governed feed valve controlling feedlof fluid to the brake valve in such position,fa main reservoir, and a second pressure chamber governed feed valve controlling feed'of fluid' from the main reservoir to the first feed valve, of ar double heading' valve including a valve proper, a pressure chamber, and a piston dividingl the pressure chamber and controlling the valve, being subjected,V upon one side, to actual train line pressure at all times and normally subjected, upon its other side, to standard train line pressure, movement of thepiston, due to a sudden rise `in train line pressure, causing the valve toy establish communication betvveen'f the `main reservoir andthe pressure chamber. ofl the first feed valve.

36. afin-id pressure brake system, theV combination With a trainlirre, albr'alie valve adapted, in running service position, to feed fluid` to the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a; main intrain linepressure, causing the valve to establish communication between/E theI main reservoir and the pressure chamber of the' first feed valve and also causing it to establish a relatively slight communication between the main reservoir and that side of the piston normally subject to standard train line pressure.

37. In a fluid pressure brake system, the combination With a train line, a brake valve adapted, in running service position, to feed fluid to the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a main reservoir, and a second pressure chamber governed feed valve controlling feed of fluid from the main reservoir to the first feed valve, of a double heading valve capable of controlling one of the feed valves and including a valve proper, a pressure chamber, and a piston dividing the pressure chamber and controlling the valve, being subjected, upon one side, to actual train line pressure at all times and normali-y subjected, upon itsy other side, to standard train line pressure, and a double heading reservoir at all times communicating with said latter side of the piston` 38. In a fluid pressure brake system, the combination With a train line, a brake valve adapted, in running service position, to feed fluid to the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a main reservoir, and a second pressure chamber overned feed valve controlling feed of fluid rom the main reservoir to the first feed valve, of a double heading valve capable of controlling the firstffeed valve and including'a valve proper, a pressure chamber, and a piston dividing the pressure chamber and controlling the valve, being subjected, upon one side, to actual train line pressure at all times and normally subjected, upon its other side, to standard train line pressure, a double heading reservoir at all times communicating with said latter side of the piston, and means operable upon movement of the double heading valve in ongdire'ction, due to ventin of the train line for causing a correspon ing venting of the double heading reservoir to the atmosphere.

39. In a fluid pressure bra-ke system, the combination With a train line, a brake valve adapted, in running service position, to feed fluid to the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, ay main reservoir, and a second resslireV chamber governed feed valve contro ling feed' of fluid fromthe main reservoir to the first feed valve, of a double heading* valve capable 'of ing a .valve proper, a pressure chamber, and

- a pstondividing the pressure chamber and controlling. the valve, being subjected, upon l one'si'de'?, to? actual train' line pressure at all 1,255,253 p e e 13 e ltimes and normally subjected, upon its other the piston and graduating valve, inthe side, to standard train line pressure, a double opposite direction, will cut ofi' such latter `heading reservoir at all timescommuncatcommunication to the atmosphere, and ing with said latter side of the piston, means means whereby movement of the slidevalve i operable upon movement of the double headand piston, inthe i opposite "direction, will 70 ing valve in one direction, 'due to venting establish communication between the main` ofthe train line for causing a corresponding reservoir and pressure chamber yof thel'lrst l e e i e venting of the double heading reservoir to feed valve and betweenthemain reservoir the atmosphere, and means operable upon and one side of the piston, the opposite side e stopping the venting of the train line for of thepiston at all times being subjected to 75 cutting off venting of. the double heading the actual train line pressure` at such times. reservoir to the atmosphere. 42. A double heading valve including a n 40. In a fluid pressure brake system, the` casinghaving alined `communicating slid'e combination with a` train line, arbralre valve valveand `piston chambers, aslide valve seat adapted, in running service posit-ion, to feed in` its chamber, a slide valvefreciprocally 80 fluid to the train line, a pressure chamber mounted uponits seat and having" its upper governed feed valve controlling feedof fluid face channeledto provide upstan ing longito the brake valve in such position, a main tudinal walls, a piston reciprocally mounted reservoir, and a second pressure chamber in its chamber and having a stem seatingbe-` governed feed valveeontrolling feed of Huid tween the walls of the slide valve with its 85` from the main reservoir to the first feed upper face below thel upperv edges thereof, valve, of a valve casing, a slide valve mount i shoulders formed uponithe stem to enga-ge ed in the casing, a` piston mountedin the opposite ends of the slidevalve, the shoulcasing controlling the movement of the slide ders being spaced distance` greater tha-n valve, a graduating valve carried by the isthe length of the slide va1ve,and means `for 90 l s ton and coperating with the slide va ve, holding the slide valve toits seat, said means means whereby movement of `theslide valve including a pressure carriage, a roller jourand piston, in one direction, will `establish naled inthe carriage and formed tosimulta-` and maint-ain or if established will mainneously engage the upperedges of the walls tain communication `between the pressure of the slide valveand the piston stem, and 95 chamber of the first feed valve and train means `for exerting pressure against the car-` line and will establish communicationbeiialge. 1 f i tween one side. of the piston and the atmosp `:43. `A double heading valve including a` i phere., means whereby slight movement of casing having alined communicating slide e the piston andfgraduating valve, ini the opvalve and piston chambers, a slide valve seat e e posit-edirection, will cut oft' such latter com-1 in its chamber,`a `slide valve reciprocally munication *to the atmosphere, and means mounted uponits seat and having its `upper whereby movement of the slide valve and ,"face channeled toiprovide upstanding longi` piston, in the opposite direction, will estab` tudinal walls, apistonreciprocally mounted 40 lish `communication between the main reserin ,its chamber `and havinga stem seating 105 voir-and pressure chamberofthe first feed between the gwalls ofthe slide valve with valveand between the main reservoir and its upper facebelow the upper `edgesthereonelside of the piston. 1 e of, shoulders formed upon the stem `to engage opposite ends of the slide valve, the shoulders being spaced a distance greater 110 than thelength of the slide valve, `and means for holdng the slide valve toits seat, said` means including a pressure carriage,1a roller i journaled in the carriage and formed" to simultaneously engage thexupper edges of the walls of the slide valve and the piston stem, a sprin pressing against thecarriage, n p and i means` or adjustably `tensioning the e spring. n f

44. Aj doubleheadingvalve" includin a e, valve casing formed with a `piston cham er and valve chamber, a piston mounted` in the piston chamber and having astem rejecting through the valve chamber,a sli e valve and maintain or if established will main` seat in the valve chamber," a slide valve op-y tain` communication `between the n pressure erable by the piston stem engagingtheseat, chamber `of the firstfeed valve and train p a graduatingvalvecarried by theslide valve line and will establish communication'` beand also operable by the piston stem, the tween one side of the piston and,` the atmos`-` casing being formed `with a` port `communi-` `phere, means whereby `slight movement of catingwith thepiston chamber at one `side |41; In a fluid pressure brake system, the combination with a train line, a brake valve adapted, `in runnin service position, tofeed fluid to the train ne, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a main reservoir, and a` second pressure chamber governed feed "valve controlling feed of fluid` fronr the main reservoir to the first feed valve, of a valve casing, a slide valve mounted in the casing, a piston mounted in the casin controlling the movement of the slide va ve, a graduating valve carried by the pis-` ton and co erating with the slide valve,` means Where y movement of the Slide valve and piston, in one direction, will establish of the piston and with aport communicating with the valve chamberand so With the piston chamber at the opposite y.side of the piston, and a shoulder surrounding the end of the valve chamber' and engageable by the piston vin one extreme limit of its movement to decrease the area of one of its faces subjected to pressure in such position.

45. A double heading valve including a valve casing adapted, at one end, for communicative attachment to a train line-and at its other end forr communicative attach ment to a double heading reservoir, a pis ton chamber in the casing, a piston in the chamber subjected, upon one side, to the train line pressure and upon the other to the double heading' reservoir pressure, a stem for said piston, a slide valve seat formed in the casing, and a slide valve reciprocally mounted upon the seat and operable by movement of the piston, said slide valve seat having a port communicating with the atmosphere, a port adapted to communicate with ay train line, a port adapted to communicate with a feed Avalve and a port adapted to communicate with a main reservoir and the slide valve having a cavity adapted, in certain positions, tol establish communication between that 'port adapted to commiinicate'with the train line and that adapted to communicate With the feed valve, anda second cavity adapted, ina certain position of the slide valve, to establish communication between that port adapted to co-mmunicate with the main res` ervoir and that adaptedr to communicate With the feed valve, said latter cavity havf ing a feed groove adapted, when in the above named position, to vestablish lcommunication between the main reservoirV and the double heading reservoir, the slide valve also having a passage opening through its side at one'end and adapted', at `its other end, to communicate with that port communicating. with the atmosphere in one position of the slide valve, and a graduating valve carried by the piston and adapted to open and close said latter passage of the slide valve.

46. In fluil pressure brake systems, the combination with la plurality of locomotive equipments each including a main reservoir, a brake valve and feedy valves, and a train line common to all equipments, of means controlling one of the feed valves whereby thev feed valves of any lbrake valve in running service positionivill upon movement of another brake valvel to release position, feed fluid to the train line at a rate solely dependent upon the relative `pres` sures in the main reservoir and tram line and the-capaclty of the passages forming the communication betweenthem.

47. In fluid'fpressure brake systems, the

combination with a plurali-ty `offlocomotive equipments each including aV main reservoir,

a brake .valve and feed valves, and a train line common to all equipments, of means controlling one of the feed valves whereby the feed valves of any brake valve lin running service position Will upon movement of another brake valve to release position, feed fluid to the train line at a rate solely dependent upon the relative pressures in the main reservoir and train line and the capacity of the passages forming the communication between them, and cut off such feed when the train line has been charged to nor mal pressure.

4:8. In fluid pressure brake systems, the combination with a train line and a plurality of locomotive equipments each cooperating with the train line and each including a main reservoir, a brake valve and feed valves, of means operable upon one locomotive equipment to give another locoi'notive equipment control of the formers feed valves, main reservoir and brake valve, said means controlling one lof the feed valves of the 'slzlbservient equipment and` permitting such equipment to charge the train line at a rate solely dependent upon the relative pressures in the main reservoir and train line and the capacity of the passages forming the communication between them When the brake valve of the controlling equipllient is turned to lrelease position.

i9. In Huid pressure brake systems, the combination vvith a train line and a. plurality of locomotive equipments each cooperating With the train line and each in cluding a main reservoir, a brake valve and feed valves, of means operable upon one lo;`

comotive equipment to give yanother locomo tive equipment control of the formers feed valves, main reservoir and brake valve, said means controlling one of the feed valves of the subservient equipment and permitting such equipment to charge the train line at a rate solely dependent upon the relative pressures in the main reservoir and train line and the capacity of the passages foi-nr. ing ythe communicationfbetaveen them When the brake valve of the controlling equipment is turned to release `position and preventing the subservient equipment froml feeding air to the'train line when the brake valve of the controlling equipment is in service position.

50. `In fluid pressure brake systems, the combination with a train line and a plurality of locomotive equipments each coperating with the train line and `each including a main reservoir, a brake valve and feed valves, of means operable upon one locomotive equipment to give another locomotive equipment controll of the formers feed valves, main reservoir and brake valve, said means controlling one of the feed valves of the subservient equipment and permitting a' rate solely dependent upon the relative pressures in the. main reservoir and train to the brake valve, a main reservoir, a secline and the capacity of the passages formond feed valve having a pressure chamber ing the communication between them whenI communicating with the train line and conthe brake valve of the controlling equipment?" is turned to release position and preventing the subservient equipment from feeding air to the train line When the brake valve of the controlling equipment is in service position, the said means being also such that the feeding of air is automatically stopped when the train line pressure becomes normal.

5l. In fluid pressure brake systems, the combination with a train line, a brake valve adapted in running service position to feed fluid to the train line, a feed valve having a pressure chamber controlling feed of Huid to the brake valve, a main reservoir, a second feed valve having a pressure chamber communicating With the train line and controlling feed of fluid from the main reservoir to the first feed valve, of a double heading valve controlled by train line pressure and when eut in controlling the first feed valve.

52. In fluid pressure brake systems, the combination With a train line, a brake valve adapted in running service position to feed fiuid to the train line, a feed valve having a pressure chamber controlling feed of fluid Copies of this patent may be obtained for trolling feed of fluid from the main reservoir to the first feed valve, of a double heading valve controlled by train line pressure and When out in controlling the first feed valve, and manually operable means for rendering the double heading valve active and inactive.

53. In a fiuid pressure brake system, the combination With a train line, a brake valve adapted in running service position to feed fiuid to the train line, a pressure chamber governed feed valve controlling feed of fluid to the brake valve in such position, a main reservoir, and a second pressure chamber governed feed valve controlling feed of fluid from the main reservoir to the first feed valve, of a double heading valve capable of controlling the first feed valve and including a. valve proper, a pressure chamber, and a piston dividing the pressure chamber and controlling the valve, being subjected upon one side, to actual train line pressure at all times and normally subjected, upon its other side, to standard train line pressure.

In testimony whereof I afliX my signature.

VVILLISC. WEBSTER. [Ls] five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

